Carbureter for internal-combustion engines.



W. A. DALEY.

GARBURETER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR.17, 1904.

912,0 3. A Patented Feb. 9,1909] To all whom it may concern:

. WALTER A, DALEY, OF OHIGAGO, ILLINOIS.

GARBUHETER IQOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Feb. 9, 1909.

Application filed March 1'7, 1904. Serial No. 198,604.

Be it lmown that l, WALTER A. DALEY, a citizen of the United States, residing at Ohicag'o, in the county of Cool; and State of lilinois, have invented certain new and useful improvements in Carburetors for Internal- Combustion Engines, of which the following is a specification.

My invention relates to carburetors for explosive engines, and hasfor its prime object to improve the action and enhance the ethciency of such engines through a more perfect control of the air-inlet valve than has heretofore been attained.

It has been found in practice that in the carburetors at'prescnt in use in connection with explosive engines the quality of successive charges of the'niotive agent varies quite Widely even when the engine is running at a substantially uniform speed, owing to irregularities in the operation of the air-intake valve which is a t to flutter and thus vary the amount air admitted on successive suction strokes, thus injuriously varying the quality or richness oi the charges.

fahlt through the provision of means for steadying and rendering uniform the action of the air-intake valve, and this means consists essentially of a device preferably in the general nature of a dash-pot connected to said valve and operating to prevent the latter from substantially changing its open position between successive strokes when the engine is maintaining a uniibrin speed, while permitting it to vary the degree or extent to which the air is admitted responsivert'o variations in the speed of the engine.

In the accompanying drawing 1 have illustrated a pre"3rred mechanical embodiment of my invention, the figure showing a central vertical section of the carburetor of a gasolene or other oil engine, including the float chamber and float.

In the drawing 5 designates a hollow casting having lateral branch 6 adapted for connection to t. e suction side of the engine, and provided at its upper end with a removable valve seat 7 which cooperates with the airintalre valve 8, which latter is secured on the upper end of a valve-stem 9 that slides through an apcrturcd git opiate 10. Se-

Mv invention is designed to eliminate this cured to the lower end of the casting 5 as by the threaded joint shown is a hollow casting ll,- the upper portion of which contains an annular vertrcally-pro ectmg boss 12 through which the valve-stein loosely passes, and sur-' rounding the latter an annular passage 13-f'01 the accommodation of air which is drawn in on the suctionstroke of the engine through lateral apertures 14. The lower portion of the casting 11 constitutes a dash-pot chamber 15 which receives a piston 16 attached to the lowercnd of the valve-stem 9 and loosely fitting the walls of thcdash-pot chamber so as to provide a limited clearance on the rise of the piston. The piston 16 is normally forced upwardly so as to seat the valve 8 by means of a coil spring 17 beneath the same, the tension of which is rendered adjustable by a threaded rod 18 passed through the lower end of the dash-pot chamber and carrying an annularly shouldered collar 19 which forms a seat for the spring. The piston 16 is apertured shown at 20 and is provided on its upper surface with a flat flexible valvedisk 21. which is normally pressed to its seat to cover the apertures 20 by a superposed coil spring 22 abutting against an annularly shouldered collar 23 on the valve-stem.

Tapping the dash- )Ol chamber laterall at or near its up er out and above the hig est point of trave of the piston 1.6 is the float chamber 24 which contains the float 25. This float is mounted on a sleete 2'6 surrounding the valve-rod 27, the lower end of which latter constitutes a valve 28 controlling the fueldnlct passage 29 leadin to the float chamber. The sleeve 26 is c amped atany adjusted position on the valve-rod 27 by means of a nut 30 fast on the upper end of the sleeve and engaged by the threaded upper end of the rod and secured by the locknu't 31. By retractin or withdrawing the locknut 31 and turning the nut 30 in either direction, the relative position of the float on the valvestem may be readily varied, thus determining the height to which the fuel is permitted to rise in the float chamber. The fuel from the valve chamber flows into the upper end 01" the dash-pot chamber throu h a passage 32, the capacity of which may e regulated by a threaded pin 33 tapped into the cored I boss containing oiithc latter. 4

In operation, on the suction stroke of the engine, the gasolcne or other fuel is drawn in through the passage 32, upwardly through the hollow boss 12, being more or less sprayed in passing through the constricted annular passage between the latter, and the valvestem, whence it ineets arrd mingles winner the passage 32 transversely the objectionable noise and clatter attendant drawn in through the apertures 14, whereupon this mixture joins the current of air flowing in through the opening of the valve seat 7, the suction operating to open the valve 8 at the same time that it tends to movement of the valve 8 under the sueces si've intermittent impulses of the suction. The result of this is that, with the valve 8 open to a certain extent depending upon the strength of the suction, which latter, of course, depends upon the speed of the engine piston, the daslnpotacts to hold the valve 8 continuously open to a uniform extent or degree while the engine is running at a substantially uniform eed; while, when the engine speed drops t 1e valve may gradually move to a less 0 en position, and when the speed increases t ie valve may readily move to a more open position. In this way the valve is prevented from fluttering and flying back to its seat between successive intake strokes of the engine piston, and this conduces to uniformity and regularity in the uality of the successive charges, and also e iminates upon the fluttering and slamming of the valve when employed without a controlling The device such as that above described. valve-disk 21 controlling the openings 20 in the dash- -pot piston permits the latter to descend qulckly in the opening movement of the valve, but retards the closing movement of the latter since the displaced substance above the piston must, as the latterrises, pass to its under side through the constricted annular passageway between the edge of the piston and the inner wall of the chamber.

It will be observed that the valve 8 is of varying diameter from top to bottom and, when closed, extends through. the opening controlled thereby, occupying the latter at the point of its maximum diameter. This construction is of importance in that it effects the automatic regulation of the fuel drawn in on the suction strokes oi the engine roportionately to the amount of air admitted by the valve 8. It will be seen that, owing to the shape of the valve, the wider it is opened. or Withdrawn from its seat, the smaller will be the area thereof subjected to the suction, and consequently the greater will have to be the suction to open it further, since, the wider it is opened the greater will be the amount of air admitted responsive to the suction ellect. Now, the increased suction which thus draws in. an increased amount of air at the same time, obviously, exerts a greater pull. upon the incl supply and draws in proportionately increased amount of fuel to be mingled with such increasedvolume of air.

l In this way the relative proportions of the 1 ingredients of the charge are maintained. substantially constant during the variations in l the speed and suction efiect of the engine. i While l have shown and described the lvalvacontrolling device as consisting of a l dash-pot mechanism directly connected to l the sternol the valve, and in practice prefer l to employ a controlling means of this charl actor, yet it is obvious that other valvel controlling devices responsive to-variations l in the suction eil'ect migh t be substituted for the daslnpot without departing from. the spirit of his invention or sacrificing any e1 1 the advantages thereof. It. also evident that the particular relative arrangement of l the cooperating parts herein shown and described might be varied to suit particular i circumstances, especially where the device is lused on automobile engines which cousin? tut-es its principal intended .tion. Hence i do not limit the inventi to the mechanism shown and described, except to l the extent indicated in. specific cl 1 I claim: a I 1. In a carburetor, the combinat on with a i casing. having a lateral branch des gned for l connection to the suction side of an ginc, l of means for admitting and connnlng l and fuel located. on one side oi bra an air-intake valve located on the opp side of said branch and having a stem em tending through said casing, and means connected with said valve-stem serving to retard 'the closing movement of the valve between successive suction impulses,- substantially as described.

.2. In :arbureter, the combination with a casing h ving a lateral branch designed for connection to the suction side of an en of means for admitting and eomminglri and fuel located below said branch, an. air intake valve located above said branch and having a stem extending through said and means connected to the lower and of said. valve-stein serving to retard the closing lnovenient of the valve between.

suction impulses, substantially s descii In a carburetor, the con'ibination with a casing having a lateral branch designed for connection to the suction side of an engine, of means for admitting and. commingling air and fuel located beneath said branch, airintalve valve located in the head of said casing above saidhran ch and having a stem extending through said owing, and a dash pot constituting a depeniing c'lrtension oi" said. carburetor easing, the pistonwu'. not is emcee connection to the suction side of the engine, of means for supplying fuel located on one side of said. branch, an air-intak valve lo cated on the opposite sidcoi' said branch and having a stem extending through said casing, and means connected with said valve-stein serving to retard the closing movement of the valve between successive suction inipulses, substantially as described.

5. In a carburten'the combination with a casing having a lateral branch designed for connection. to the suction side of an engine, of means for supplying fuel located on one side of said branch, an air-intake valve located on the opposite side of said branch and having a stem extending through said casing, and a fluid dash-pot the piston whereof, is connected to said valvestem-, substantially as described.

6. in a carburetor, the combination With a casing having a valve-seat forming an air inlet opening, a port leading from a source of fuel supply, and a suction passage co1nmunicating with bothsaid air opening and port, of an air valve of varying dial 1" ter and greater thickness than said valve-scat open ating in and through said air inlet opening, substantially as described.

7 In a carbureter, the combination. With casing having a" beveled valve-seat torn an air inlet opening, a port leading from '2, source of fuel supply, anda suction passage communicating with both saidair opening and port, of a conical air valve controlling said air inlet opening and, when closed; occupying said valve-seat at the point of maximum diameter of said valve, said air valve having a stem extending inwardly of said casing, and means connected Withthc end of said valve stem serving to retard the closing movement of the valve, substantially as described.

WALKER A. DALE? Witnesses:

SAMUEL I i. Penn,

Basnamon C. Gocnvvni. 

